Electric train-controlling device for railways.



Y R. T. & E. T. JONES..

ELECTRIC TRAIN GONTROLLING DEVICE POR RAILWAYS. APPLICATION FILED JULY 6.1910;

M @9. W W7?? Patented Nov. 28, 1911.

' 'Uiu'frnn STATES' PATENT oFFICE.v

RICHARD T. .J ONES AND FRANK '.l?. JONES, OFBALTIMORE, IMABYLAND, ASSIGNOBS TO THE JONES SAFETYA TRAIN CONTROL SYSTEM COMPANY, OF BALTIMORE, MARY- LAND, A COBPORATIONOF MARYLAND.

ELECTRIC 'raaIN-cornrnonnnve` nEv'IcE Eon. nAILwAYs; A

Speoicatinn of Letters Patent.

Patented Nov. 28, 1911.

rigina1 application led August 16, 1909, Serial No. 512,939. Divided and this application med July 6,

1910. Serial No, 570,552.

To all whom it may concern:

vBe it known that we, RICHA'RD T. JONES and FRANK T. JONES, citizens of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Electric Train-,Con-

trolling Devices Vfor Railways, of which the following is a specification.

This invention relates to improvements 1n electric train controlllng devlce for railwags. Y ne object ofthe invention is to provide an improved arrangement of cab mechanism,-

and track circuits for controlling the operation of the a'ir brakes on a train.

A further object is to provide an improved arrangement of track circuits including a third or short contact rail, whereby to substitute a track circuit on the cab when the track is clear to prevent they operationis clear and thereby give notice that `something is wrong.

With these and other objects in view the invention is illustrated in the accompanying drawing in which,-

Figure 1 shows diagrammatically a road bed and a complete set of mechanism and circuits for guarding the opposite ends of a block. Fig. 2 is a diagrammatic view'of the track circuits and mechanism at the entrance to a block for actuating the air brakes, showing the same .in condition to allow a train to proceed because the block ahead is clear, and Fig. 3, is a similar view but showing the mechanism in the operated position, as when the brakes are applied.

It is to be understood that the invention is applicable to either a double or single track road. In the diagrammatic view shown in Fig. l, the mechanism is provided and arranged for a single track road.

In the drawings three block-sections, 1, 2, and, 3, are shown and the rails, 4, and, 5, of one block are insulated by suitable'i-nsulating material, '6, from the rails of the next block and leach block is provided with a source of electricity such as suitable ,bat-

teries or other current supply as indicated byu the numeral, 7. l

As the system illustrated is that for a single track road both ends of each yblock must be provided with train controlling 1 it will be seen that t e4 mechanism for guarding trains travelin in one direction is located at one side of t e track while that for guarding trains travelingin the other direction is arranged at the opposite side of the track. In Fig. 1 a completel set of mechanism and wiring connections are shown for block, 2, one end of which is guarded by signal, 21, and the other end .by signal, 22. The precise location'of these two signals with respect to the two ends of block, 2, is immaterial but we prefer to locate them some- ,where in the two blocks, 1, and, 3, adjoining the block they are to guard.

The system is operated under a normally a circuit will 'be established through both rails, 4, and, 5, and the two signals, 21, and, 22, 'and said signals will be maintained in the safety position shown in Fig. 1. This circuit includes battery, 7, rail, 4, wire, 23, to signal, 21, thenwire, 24, to signal, 22, wire, 25, to rail, 5, and back to said battery, 7 By means of the closed circuit the signals will be normally electrically maintained circuit should become broken both signals, 21,. and, 22, will fall'to the ,danger position.

The particular mechanism employed at each signal for operatingthe latter is imma'- terial and may be such as shown and described in pending application Serial Number 502,698 -iiled June 17th, 1909.

In addition to the two visual signals for the opposite ends of each block we'also provide means for automatically operating the air-brakes on a train that proceeds regardless of the danger signal, and the ends of each block are guarded by this air-brake operating mechanism.

Byagain referrin noted the circuit which embraces the rails, 4, and, 5, of block, 2,` also includes electromagnets, 26, near one'endof the block and a similar magnet.;- 2,8, near the opposite end and'signal devices, and b reference' to Fig.

to Fig. 1 it will be of Athe block. 'IIhese two' niagnets have the,

closed circuit so that when a block is clear in the safety position and if for any reason the A same function and produce the same results on trains approaching the block', 2, in either direction,-the function generally speaking being to effect a denergization of a magnet on the motor or locomotive and thereby release a valve that Will cause a venting of the train line and thus apply the brakes. v

The mechanism and connections hereinbefore described as coacting with block, 2, is merely duplicated for each block but is not shown because it has not been practicable to illustrate all the mechanism coacting with blocks, 1, and, 3.

'It has heretofore been explained that the present invention includes an improved arrangement of mechanism and devices fo'r automatically operating the air brakes on a train that approaches or, enters a block, already occupied by a train. By reference to Fig. 2 of the drawing this mechanism, Which is carried on the-motor or locomotive, Will noW be described.

' The numeral, 40, designates the axle of the vehicle and, 41, the Wheels thereof. An air pipe, 42, on the vehicle is in communication With the train pipe or `other portion of the air-brake system onthe train and is provided With a valve, 43, having an arm, 44, which is normally held in the inoperative position through a trip lever, 45, and an electromagnet, 46, which controls the said trip lever by attracting it as long as the magnet is energized. A suitable support or bracket, 47, is carried by the vehicle and preferably projects slightly at the side thereof so as to carry a Contact shoe, 48, which may depend and brush over a short third or'ramp rail, 49, adjacent the entrance to each block. The construction of this shoe and rail is not essential to the present invention. A battery, 50, is provided on the vehicle for the purpose of normally, When the road is clear and the mechanism is in thorough Working order, energizing the magnet, 46. A normal circuit is formed on the vehicle which includes the battery, 50, the axle, 40; Wire, 51; magnet, 46; Wire, 52; contact shoe, 48, Wire, 67, and back to the battery. By means of this circuit the magnet, 46, remains energized so as to hold the valve-arm, 44, and trip lever, 45, in engagement and maintain the valve, 43, in the inoperative position While the track is clear and as longas the safety mechanisms are in proper order.

It is to be understood that the present apparatus in no Way affects the usual manipulations of the air-brakes by the engineer through the engineers brake valve and that the usual graduation, service and emergency applications of the brakes may be made Without regard to the mechanism here involved.

The construction of the contact'shoe, 48, is immaterial to the present invention and is shown and described in detail in our pending application Serial Number 512,939 filed' interrupted by the displacement of the shoe during il: travel over said ramp rails, so as to keep the magnet energized and prevent the release of the arm, 45, and avoid an application of the brakes.

During the movement of a train through one block and towardf another the visual signals will be automatically operated by the track circuits but as an eXtra precaution the automatic air-brake operating mechanism has been provided. It has been explained hoW the air-valve, 43, is maintained in the inoperative position by means of an electro-magnet, 46, on the vehicle and it has also been explained that the contact shoe, 48, is normally included in the circuit which keeps the said magnet energized. By reference therefore to Figs. 2 and 3 it Will be seen that the Wire, 52, forming part of the said circuit connects With the shoe and that a Wire, 67, connects the shoe With the battery, 50, on the vehicle.

It has heretofore beenl explained that the circuit which includes the rails, 4, and, 5, also includes the electro-magnets, 26, and, 28, near the opposite ends of each block. The mechanism coacting with and operated by these magnets is designed to effect an operation of the air-brakes under certain conditions and said mechanism Will now be described, reference being made particularly to Figs. 2 and 3 of the drawings. The particular location of these magnets, 26, 28, with respect to the rails is immaterial, but Whereverthey may be placed they are designed to control the operation of a lever, 68, which is pivoted so that one end Will overbalance the other end,-the heavier end being located nearest the core of the magnet, while the lighter end thereof is provided With a downturned portion, 69, which when in one position may project into` a suitable receptacle, 70, containing a material Which Will act as an electric conductor, 71, such for example as mercury. It is to be understood that instead of employing a receptacle, 70, and mercury, 71, any other form of contact may be provided for the end, 69, of the lever. It will be notedthat the Wire, 23, included in the track circuit and connecting rail, 4, with the signal, 21, also serves to pass a current through the magnet, 26, to energize the latter as long as the signal is in the sa'fety position and the circuit is complete and so long as the said magnet is energized it VWill attract the heavier end of the pivoted lever, 68, and hold it up'against the magnet 'core and thereby keep the down-turned end, 69, of said lever in electrical contact with the material, 71. A wire, 72, electrically connects the material, 71, with the rail, 5, so as to prevent an operation of the brakes on the vehicle if the block ahead is clear, as will now be described. l At suitable intervals along the road bed and adjacent -the rails we provide short ramp rails, 49, which extend parallel with the main rails. lThese ramp rails are preferably located between the signal and that end of the block which the signal guards, and their posit-ion is such that the contact shoe, 48, on the vehicle may brush over and effect a momentary electrical contactwith the same,the shoe yielding and becoming bowed during its passageover the said rail. A wire, 74, connects the ramp rail with the wire, 23, of the track circuit at one side of the ma et, 26, while another wire, 75, connects said wire, 23, at the other side of the magnet with the pivoted lever, 68.

Supposing the block, 2, to b e clear and a vehicle or train approaching the same through block, 1. The track circuit including the Wires, 23, 24, and, 25, and the two signals, 21, and, 22, will be completed and the signal arms held in the safety position. When the vehicle reaches the ramp vrail, 49, (see Fig. 2) the contact shoe will ride up the inclmed end of said rail and will be bowed as shown in said figure. This bowing of the shoe will` break the circuit from the battery, 50, on the vehicle. Before this circuit is broken however the shoe will pick up* the track circuit from'the ramp rail and pass the same through the magnet, 46, thus substituting the track circuit and prevent a denergization of said magnet, 46,` and a consequent application of the brakes. Thislatter circuit will be as follows: from wire, 23, and wire, 75, to lever, 68; through the mercury, 71, and by wire, 72, to rail, through wheel, 41, axle, 40, and wire, 51, to lthe magnet, 46; then by Wire,52, to contact shoe, 48,

vand finally from said contact shoe through ramp rail, 49, and wire, 74, back to track vehicle is kept the block ahead is clear. If

4tures in presence wire, 23. It will therefore be seen that a vehicle ycircuit it maintained on the vehicle while the latter is traveling in a block to ener ize the magnet, 46, and hold the'brakes ci? but when a ramp rail is reached a track circuit is substituted and the magnet on the energized. by the track circuit, provided on the other hand block, 2, is occupied and a train or vehicle passes lthe danger signal, 21, as shown in Fig. 3, the track circuit through magnet, 2`6, will be broken and .that magnet denergized allowing the lever, 68,

to drop and the end, 69, thereof to rise from the `mercury and thus break the circuit at that point. By this means the wiping of the shoe, 48,-over the ramp rail, 49, would interrupt the circuit on the vehicle by breaking the circuit from battery, 50, and thus produce a denergization o magnet, 46, on the vehicle and thereby release trip, 45, and valve arm, 44, to apply the brakes. Having thus described our invention what we claim and desire to secure by Letters Patent is,--

The'combination with the two tracks or rails having a plurality of blocks insulated -from each other, of a ramp rail for each block; a valve, a magnet for controlling the sameand a contact to engage the successive ramp rails; an electric circuit including a battery while the latter isA traveling between two ramp rails and a track circuit including another battery and also including means that vehicle having an airbrake for energizing the magnet on the. vehicle4 will send the current from thev latter track circuit through the ramp rail to the contactv on the vehicle to keep the magnet on the vehicle energized while` the track ahead 1s clear and whlle the vehicle contact is on the ramp rail.

In testimony whereof we aiiix our signaof two witnesses. RICHARD T. JONES. FRANK 'il `NES.

' Witnesses:

G. FERDINAND VoG'r, CHARLES B. MANN, Jr. 

